Attachment for air brake systems



Feb. 14, 1950 R. K. BIERY ATTACHMENT FOR AIR BRAKE SYSTEMS Feb. 14, 1950 R. K. BIERY ATTACHMENT EOE AIE BRAKE SYSTEMS 3 Sheets-Sheet 2 Filed May 31, 1945 Inventor IIB T6 TRIPLE VALVE CU Feb. 14, 1950 R, K BlERY 2,497,576

ATTACHMENT FOR AIR BRAKE SYSTEMS Filed May 31, 1945 3 Sheets-Sheet 3"' l l l I BZ l 55 o 7 4b 2| ZZ 47 3 y K. u, I8

// /flf/ 5 I n veu tor Patented Feb. 14, 1950 AUNII'ED STATES PATENT 'OFFICE ATTACHMENT Foa AIR BRAKE sYs'rEMs Robert'K. Biery, 'New Orleans', La.

Application May s1, 1945, serial No. 596,897

- .f1.3 claims. (o1. sos-.80)

carmay :beexhausted lby means .of the train line.

As conducive .to aclearer ,understanding of this invention it maybe here .pointed o ut that heretofore .the train line has .been utilized for 4iilling the .reservoirs of individual cars., .and to apply and release thetair brakes .throughout .the train. However, in exhausting .theyreservoir .of the individual cars, it 'has been .necessaryto -open the bleed valves .thereof :byhand for eachindividual car. By means .of .the instant v:invention the reservoirs .of an entire '.train may .betsubstantially simultaneously .emptied .in a desired periodl of time, the .pressure .in the train line being utilized to accomplish the automaticopeningof..the bleed valves.

- .An additional .object .of the .invention is the provision of means A.adapted automatically Vto render the device .of rthe instant invention 4inoperative when the `trainzis :going `up or down incline, `which inclination .of the device would normally be operative A.to -eifect .thegoperation thereof. Aurther and more specic object of the` in-y vention is .the provision of means in association with the meansmentionedfin thepreceding obj ect. for precluding .the .operation -of the means render--A ing the device .inactive -such .as might be occasioned by sudden jolts .or :bumps t0 'the vindividual car.

precluding the escape of .airvfrom the train line through the bleed line when the pressure is readmitted to the train line and the bleed vvalve is open. f

Other 4objects `reside in .thefprovision of such` a device which may be :readily 4applied man existing car, with :a minimum `of e'ort .and 4-'dif-fy culty, which .will be reliable Vand efficient in operation, sturdy .and durable in construction,v

'Still another lobject-is the provisionlof y erals -a-re utilized to ldesignate like parts throughout 'the several views:

Figure l is Ia fragmentary side elevational view of one -form of device embodying the instan-t invention as applied to a railway car including a ltrain line and an air brake system including a conventional reservoir.

Figure 2 `is a fragmentary top plan view of the mechanism disclosed -in Figure 1, certainconcealed parts thereof lbeing indicated Iin dotted.

lines. f I

f Fig-ure is .a-sectional view ,taken substantially lalong the line 3--3 .of Figure 1 as viewed in .the

direction indicated Iby the arrow. l l

.Figure .4 is a sectional view .taken substantially along the line A-LA of Figure 3: as viewed in .the direction indicated by `the arrows.

Figure 5 is asectional view takensubstantially along the line5-.5of Figure has viewed vin the direction indicated. by` the arrows.

Figure is asectional View takensubstantially alongthe line--ji of .Figure .2 vas viewed inthe direction indicated bv the arrows, certain parts thereof being .broken .away .and certain other parts Vbeing omitted, and

Figure 7 .isa longitudinal sectional view taken through `the .center line .of a valve housing. clisclosed in Figure 1.

Referring now 'to the drawings., there is Agenerally indicated atl()| a lfragment of the frame ofxa railroad car., on which is ,mounted a train line H., whichieads Ithrough .a valve housing l2, to be more vfully ,described hereinafter toga kline I3, which extends to the conventional triple valve. Fromthe .train line `Il .a .line Illeads to a diaphragrn housing igincluding ra body `portion II and heads ,IB-.and i9. The diaphragm housing i6 is mounted `onpthe frame .I0 in ,a manner ton A portion` 20 .extending y.outwardly .from the :head`- I9 terbe .more fully described hereinafter.

minates in aflexible sealing :.memberl yof rub-v ber or the like, I.through which exterids a rod 22, provided with a pin 23,.,adapvted to A. 'eng-afge,`

' operating.,-

ina slottedaperture 24 carri d by lever r2.5i .of a suitable sleevl. 4valv 126 of conventionaldesign positioned .ipe 2." extend-,- ingfrom nthe air reservoir .21dof`^the1gindividual c ar. The `extremity of vthe `rod 22 `extends beyond the pin .23 .and lterminates in a ball or similar weight 28, adapted to ,provide weight or impactl tomove .the lever v2 5 when .the rod 22 is actuated in the manner to be more fully described here` inafter. f

' .Having reference :now particularly to Figure 4 it ,Will vbe seen that the diaphragm housing i6 resilient flap having an extension 31 secured as v by screws 38 to the partition |1, and countersunk in a suitable recess within the chamber 3|, to form a one-way valve whereby fluid mayy enter the chamber 3| but not leave the -same therethrough.

tion shown, and the bleed valve is not opened until the pressure is reduced abnormally or below the 25 pounds abovementioned.

Referring back to the recess 40 and the sleeve 4|, a valve 50 is positioned therein and biased as by a spring 5|, against a resilient valve seat 52, the valve seat being of suflicient strength normally to retain the valve in open position to permit passage of the iluid between the bores 39 land 42. A valve stem 53 extends upwardly through a closure member 54, 'and terminates in a transverse pin 55 which extends in the slot 56 carried by two oppositely disposed members 51. As best shown in Figure 1 the members 51 are pivotally secured as by pivots 58 to lugs 59 secured to the underside of an oil containing tank 60, about half full of oil, which is pivotally mounted as on a centrally disposed pivot 5| A bore 39 extends upwardly from the chamber 3| into a recess 4U in a sleeve 4| threadedly engaged in the upper portion of the assembly i6, and a second bore 42 leads downwardly therefrom into a chamber 43 comprising the space between the diaphragm 32 and the partition I1. In the normal operation of the device the chamber 3U is adapted to communicate with the air of the train line and the diaphragm 32 held in the position shown in Figure 4 by the pressure of the train line. The chamber 3| is adapted to be fluid lled, with any suitable nonireezing fluid such as air or the like.

v.Referring back to the operating rod 22 the same rextends through the sealing member 2|, and a suitable bearing 45 threadedly engaged interiorly of the extending sleeve 20, and terminates in a head 46. A compression spring 41 positioned between the head 46 and the bearing 45 serves normally to bias the rod 22 inwardly toward the diaphragm 33, the arrangement being such that as long as the pressure in the train line is suiiiciently great to hold the `diaphragm 32 in the position shown, the y'diaphragm willforce` such huid as remains in the chamber 43- through the ports 35 and the one-way valve 36 into the chamber 3|, and force the diaphragm 33 outwardly, and hold the head 46 and hence the rod 22 inA extended position, thus retaining the sleeve valve 23 in closed position. However, when the pressure in the trainline drops to a point below the pressure exerted by the spring 41, which for example may be of 25 pounds, the pressure vof the spring compresses the diaphragm 33 and forces vthe huid in the chamber 3| through the ports 39 and 42 into the chamber 43, kwhereupon the pressure exerted by the spring serves to move the lever 25 to open the bleed valve. The size-of the ports 39 and 42 is such that the openingof lthe valve is relatively slow, since the flow of theriluid in the chamber is restricted by the size of the ports, and the size of the ports may determine the effective time for opening the bleed valve after the pressure in the line has been exhausted. lIt will now be seen that upon exhausting the pressure in the air line, the bleed valves of each car may be automatically opened in the manner above described, empty the reservoirs thereof. Under normal operating conditions the pressure of thetrainline remains in the neighborhood of '10 pounds, and in applying thebrakes the pressure is reduced to approximately 35 pounds. Inasmu'ch as the pressure of 35 pounds is still 10 pounds in excess of the force exerted by the spring 41, it will be seen that in normal braking `IIS secured to the valve stem 53. Each end of the operation the diaphragme-remain in the posi journaled in lugs 62 carried by the frame members l0.

.The tank BU comprises the means for rendering the device inoperative when the train is moving up or down an incline, and it will be seen that tilting of the tank ineither direction effects through an associated member 51 pressure on the pin 55 to close the valve 50 and interrupt communication between the port 39 and 42, thus precluding the draining of fluidfrom one side of the device to the other such as might be occasioned by the inclination ofthe train. Means are provided for normally holding the tank 60 level, and comprise housings 65, containing as best shown in Figure 6 lugs 66 adapted to center relatively heavy compression springs 61. An annular groove or channel 68 about the center of the members 61 is closed by a resilient feeling member 69, adapted to keep dust and dirt out of the spring assembly, but of sufficient resiliency to expand with the contraction of air with'- in the device and hence not effect its operation. Thus it will be seen that the spring 61 serves normally to hold the tank 60 against rocking movement, and Aare yof suiiicient strength normally to align the tank with the frame I5 of the car. The tank 6U, however, is lled with a viscous uid such as oil, as indicated at 1i), and the device tilts to close the valve 50 only when the oil yhas flowed from one end thereof to the other.

A chamber 1| is secured to the underside of the tank `6l), and'has secured therein as by means of peripherally spaced bolts 1'2 a flexible diaphragm13. AThe diaphragm 13 is secured to a shaft 14 which in turn is secured as by means of a bolt 15 to one of the frame members l, and the housing 1| communicatesA through a re'- stricted port 16 with the tank 60. A resilient sealing gasket 11'is provided'to' surround the shaft 14. This device operates as a dashpot and hence serves to restrain oscillation or rocking of the tank, such as might be occasioned by jolting of the car, since the flow of oil through the restricted port is relatively-slow, thus requiring the period of several seconds or minutes in accordance with the size of the ports to permit the oil to shift from one end'of the tank to the other, and effect closing of the valve. Obviously a momentary jolt or rocking of the device would be of insufficient duration to permit or occasion such flow.H

Means are also provided for manually closing. the -valve 50 as desired, and take the form of a transversely extending rod 8D secured at its mid-- point to'an arm 8| asby an extending bolt 82:

and nuts 83, theropposite end ofthe arm 8| 'being shaft 80 terminates in a collar 85 passedthrough a suitable aperture `in external iframe members. of the carbodyfand leach `.collar having a .longitudinally extendinggroove 81 therein terminating in radial. grooves 88. l.A lug or :pinl89 extends adjacent the collar 85, an operating handle 90 vis' securedr tothe outer :extremity thereof. Thus `it will be seen that when the .handle 90 `is given 'a 'quarter turn, the lug 89 becomes aligned with the transverse groove 8l, `and the device may.` be moved inwardly. IThis inward movement effects a closure of the'val've 50, and a reverse quarter turn of the device will cause the lug 89 toengage in theoutermost of the grooves 88 retaining vthe device as positioned. best shown in Figure-fl', suitable depending arms SII are providedand'have secured thereto springs 92, the opposite ends'cf which are secured to suitable points in vthe'car body which serve normally to bias the arm 8| and the rod 88 toward latched position,

Means are correspondingly provided to preclude'escape of air through .the bleed vvalve aiter the reservoir has been emptied, and pressure is r readmitted to thetrain line, and such means comprise 'the device I2 previously referred to. The :construction I2 includes aichamber including 'a body portion H3 and a head II4, and a central partition y:IfI5 having two valves I IS and I I'Ipo'sitioned therein. A spring I-I8 surrounds the valve stem I-I'8 .of valve I I1, anda spring |28 surrounds the valve stem -I2I of valve YI I6. The arrangement is such that when the train line pressure exceeds pounds, valve I I'I is opened admitting 'air to the chamber 30, and thus closing the bleed valve. The parts are so proportioned that no air will pass from the train pipe to the car reservoir until a pressure suflicient to actuate the bleed device to closed position against spring 41 has been attained. Conversely, when the air is exhausted from the train line the air pressure from the triple valve passes back through the valve I I6, and the pressure of the spring |28 being just suiicient normally to close the valve I I6.

From the foregoing it will now be seen that there is herein provided an improved attachment for air brake systems or the like, which accomplishes all the objects of this invention, and others including many advantages of great practical utility and commercial importance.

As many embodiments may be made of this inventive concept, and as many modiiications may be made in the embodiment hereinbefore shown and described, it is to be understood that all matter herein is to be interpreted merely as illustrative and not in la limiting sense.

I claim: y

1. In an air brake control system including a train line and a car reservoir bleed valve, spring means biasing said bleed valve to open position, releasable manual means to maintain said bleed valve in closed position, diaphragm means in vcommunication with said train line and associated with said spring means to oppose the latter and urge the bleed valve into a closed position when a predetermined pressure is maintained in said train line, said diaphragm means consisting of a housing having a central partition, diaphragm members on each side of said partition 'and forming chambers between the partition and the housing, means connecting the train line to the chamber formed between the housing and one diaphragm, the spring means extending into the chamber formed between the housing and the other diaphragm and abutting the latter, and one-Way valve means controlling communication through-said` partition, n whereby the first merltionedf'diaphragm may transmita pressure medi` um through the partition to bias the second diaphragm,v and automatic and manual valve means in a by-pass communicatingwith `the chambers on both'v sides of and contacting the partition. 2; In 'lcombinatioma train line, a car reservoir bleed-valve,aldiaphragm chamber in communication with said line, an operating means lfor closing'sai'd bleedfvalve, resilient means opposing said operating means, -a fluid connection communieating with said diaphragm chamber and said operatingmeans and forming a fluid passage therebetween, and control means for eiecting unrestricted dow from said diaphragm chamber to said operating means but restricting return iiow to a predetermined rate. 3. `In combination, a train line, a car reservoir bleed'valve; a diaphragm chamber in communication1 with vsaid line an operating means for closing said. bleed val-ve,vresilient means opposing said, operating means, va `fluid connection communica-ting with said diaphragm and said operating-means, and control means for effecting unrestricted flow from said diaphragm to said `operatingineans but restricting` return flow to a predetermined rate, said-control means including a first passage having va non-return valve therein and a` second passage having a now-regulating valvetherein. v v'4; Inlcombination, va train line, a rcar reservoir bleed valve, a diaphragm chamber in communication with said line, an operating means for closing said bleed valve, resilient means opposing said operating means, a fluid connection communicating with said diaphragm chamber and said operating means, and control means for eiecting unrestricted iiow from said diaphragm to said operating means but restricting return flow to a predetermined rate, said control means including a first passage for effecting rapid nonreturn ilow of pressure fluid from said diaphragm chamber to said operating means, and a second passage eiecting a restricted return iloW of huid from said operating means to said diaphragm, said second passage including a now-regulating valve and an adjustable control means for controlling said fluid regulating valve to adjust the rate of return flow through said second passage.

5. In combination, a train line, a car reser- Voir bleed valve, a diaphragm chamber in communication with said line, an operating means for closing said bleed valve, resilient means opposing said operating means, a fluid connection operatively associated with said diaphragm chamber and said operating means, and control means for eiecting unrestricted ow from said diaphragm chamber to said operating means but restricting return ilow to a predetermined rate, said control means including a rst passage having a non-return valve therein and a second passage having a now-regulating valve therein and manually operable means to close said flow-regulating valve.

6. The combination of claim 2 wherein said operating means includes a diaphragm responsive to a predetermined pressure in said diaphragm chamber.

7. In combination, a train line, a car reservoir bleed valve, a diaphragm chamber in communication with said line, a tubular guide projecting from said chamber, an operating rod controlling said bleed valve and including a piston mounted for reciprocating movement in said guide, a partition mounted in said chamber and dividing the lsanie into first and second compartments, an lopening in said partition in communication with -said compartments, rst and second diaphragms -mounted in said respective rst and second compartments, valve means controlling the opening in said partition, and means normally urging said piston against said` second diaphragm, said Irst mentioned diaphragm being responsive to a .predetermined pressure in said line to force uid in said iirst compartment through the opening in said partition, thereby flexing said second diaphragm and actuating said rod.

8. The combination of claim 7 wherein said means normally urging said piston against said second diaphragm includes a resilient member embracing said rod and positioned in said guide.

9. The combination of claim 7 wherein said Valve means includes a concavo-convexed plate having an end portion xed to said partition and disposed in said second compartment.

10. The combination of claim 7 wherein said chamber includes a pair of removable end plates having concaved inner faces, said partition having concaved faces opposing the inner faces of said end plates.

11. The combination of claim '7 and a return passage provided in said partition and communieating with said compartments, and a valve controlling said return passage.

12. The combination of claim 11 wherein said valve includes a movable plunger, means normally spacing said plunger from said return pas sage and counteracting said last-mentioned means for urging said plunger to a closed position for closing said return passage 13. In combination, a. train line, a car reservoir bleed vlave,- a housing including a pair of end Walls, one end wall of said housing communieating with said train line for supplying a iiuid into said housing, a partition in said housing separating the same into a pair of compartments, a guide carried by the other end wall of said housing, an operating member for the bleed valve slidably supported by said guide, means mounted in one of said compartments for operating said member, and means mounted in the remaining of said compartments responsive to a predetermined pressure in said line for actuating said last-mentioned means.

ROBERT K. BIERY.

REFERENCES CITED The following references are of record in th i'lle of this patent:

UNITED STATES PATENTS Number Name Date 1,600,295 Noland Sept. 21, 1926 1,836,417 Webster Dec. 15, 1931 1,891,034: Wood Dec. 13, 1932 1,922,417 Bogut Aug. 15, 1933 2,123,164 Bogut July 12, 1938 

